Learn to engage and use the PMDG DC-6 autopilot in MSFS, hold heading and altitude, couple navigation, and fix common faults.
To use the PMDG DC-6’s autopilot in Microsoft Flight Simulator, first establish electrical and gyro power, hand-fly the aircraft into stable, trimmed flight, centre the turn and pitch controls, then engage the Gyropilot and its axes. Use its vintage turn, pitch and altitude-capture controls; it is not a modern speed-and-altitude panel.
PMDG models a period Gyropilot rather than the familiar autopilot panel found in modern airliners. We recommend operating its cockpit controls with the mouse at first, because generic Microsoft Flight Simulator bindings may not operate every custom control correctly.
What can the DC-6 autopilot actually control?
The DC-6 Gyropilot can control the aircraft’s attitude and direction, but the pilot still manages power, propeller settings and speed.
| Function | How the DC-6 handles it |
|---|---|
| Heading | Holds a gyro reference or follows steering commands from the turn controller or selected navigation source. |
| Pitch | Uses the climb or pitch controller to maintain a chosen attitude. |
| Altitude | Captures the pressure altitude at which altitude control is engaged; there is no modern altitude preselector. |
| Speed | Not controlled by the autopilot. Adjust engine power and pitch while watching airspeed. |
| Navigation | Can receive lateral steering from an available radio or GPS source when the correct coupler and source are selected. |
The Automated Flight Engineer can reduce the engine-management workload, but it does not replace the pilot’s Gyropilot setup. For a comparison with conventional MSFS modes, see our explanation of how heading, navigation, altitude and approach modes normally work.
PMDG DC-6 Gyropilot engagement sequence
- Complete the normal aircraft setup. Establish the electrical supplies, gyro power and other systems required by the in-cockpit checklist. From a cold start, allow the flight instruments to settle before relying on them.
- Check the directional gyro. In straight, unaccelerated flight, synchronise it with the magnetic heading as required. A misaligned gyro will make the aircraft hold or track the wrong direction.
- Stabilise and trim manually. Set the desired power, let the speed settle, and trim until the DC-6 needs little control pressure. Do not ask the autopilot to rescue a steep turn, large pitch change or badly out-of-trim aircraft.
- Neutralise the Gyropilot controls. Centre the turn controller and place the climb or pitch controller near the attitude needed for the present flight condition. Leave altitude capture off until the aircraft is level.
- Engage the Gyropilot. Set its power or master control as required, operate the mechanical engagement control, and engage the required lateral and longitudinal axis servos shown on the panel. Use all axes called for by the PMDG cockpit checklist during normal three-axis operation.
- Confirm the result. Keep a hand near the disconnect control and verify that the aircraft maintains approximately the existing heading and attitude. Disconnect immediately if it applies a large unexpected input.
Do not engage it for take-off, while the aircraft is still being trimmed, or while substantial control pressure is applied. The mistake we see most often is switching it on first and trying to trim afterwards.
How do I hold heading and altitude?
Holding and changing heading
With the turn controller centred and no navigation coupler selected, the Gyropilot holds its established directional reference. The heading marker should not automatically be treated like a modern heading bug unless the selected mode explicitly uses it as a command.
To change heading, rotate the turn controller slightly towards the desired direction. Use small inputs, ease it back towards centre before reaching the target, then centre it fully so the aircraft settles on the new heading. The DC-6 carries considerable momentum, so waiting until the exact heading before neutralising the controller usually causes an overshoot.
Heading hold does not correct for crosswind. If you need to maintain a ground track without navigation coupling, calculate or observe the drift and command the required wind-correction heading yourself.
Holding and changing altitude
Altitude control captures the altitude at which it is engaged; it does not climb to a preselected value. First level the aircraft with the climb or pitch control, allow vertical speed and airspeed to settle, trim it, and then engage altitude control.
To change level, release altitude control, set climb or descent power, and use the pitch controller for the required attitude. As the target altitude approaches, reduce the vertical rate, level off, let the speed settle, retrim and capture the new altitude.
The Gyropilot does not hold indicated airspeed. Power changes, flap movement and large temperature or pressure changes can alter the pitch and trim required, even with altitude control engaged. Our guide to the difference between altitude hold, vertical speed and speed management explains why pitch and throttle must be managed separately.
Can the PMDG DC-6 autopilot follow GPS or ILS?
The Gyropilot can follow navigation only when the installed avionics and selected coupler provide it with a valid lateral steering signal. A GPS display or programmed route alone does not make the aircraft turn.
- Prepare the route. Enter or load the flight plan and confirm that the intended leg is active. If needed, use our instructions for entering and activating GPS flight-plan legs.
- Select the correct source. Choose the radio or GPS source that feeds the navigation indicator and Gyropilot coupler. The exact choice depends on the avionics configuration loaded in the PMDG aircraft.
- Intercept the course manually. Approach it at a modest angle with the indications moving towards the centre. A vintage coupler is much less convincing when commanded to capture from a large offset.
- Engage navigation coupling. Select the appropriate navigation or localizer function and verify that the aircraft turns towards, rather than away from, the course.
For an ILS, localizer coupling provides lateral guidance when correctly configured. Do not assume that a generic MSFS approach command also couples the glideslope; manage pitch and altitude manually unless the installed PMDG coupler and cockpit indications explicitly show vertical approach coupling.
Why will the DC-6 autopilot not engage or fly correctly?
Most PMDG DC-6 autopilot faults come from missing system power, poor trim, an off-centre controller or an incorrect navigation source.
| Symptom | Likely cause and fix |
|---|---|
| Nothing happens when engaged | Check Gyropilot and gyro power, required electrical supplies, the mechanical engagement control and the individual axis servos. |
| Aircraft immediately rolls or turns | Centre the turn controller, check the directional gyro and disconnect any navigation mode receiving an invalid or off-scale signal. |
| Pitch oscillates or altitude wanders | Disconnect, stabilise the speed, trim manually and re-engage with smaller pitch corrections. Confirm that altitude control, rather than pitch hold alone, is active. |
| It follows the wrong route | Verify the selected navigation source, active GPS leg, radio frequency, inbound course and CDI indication before coupling. |
| It disconnects without warning | Look for duplicate autopilot-disconnect assignments, noisy controller axes, large manual control inputs or missing system power. |
If the controls are correctly configured but engagement still fails, work through our broader autopilot engagement and immediate-disconnect checks. With the DC-6, always return to manual flight first: disconnect, stabilise, retrim and then diagnose the system.